US5474505A - Method for controlling an automatically operated motor vehicle transmission - Google Patents
Method for controlling an automatically operated motor vehicle transmission Download PDFInfo
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- US5474505A US5474505A US08/167,905 US16790594A US5474505A US 5474505 A US5474505 A US 5474505A US 16790594 A US16790594 A US 16790594A US 5474505 A US5474505 A US 5474505A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
- F16H61/66259—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0019—Control system elements or transfer functions
- B60W2050/0042—Transfer function lag; delays
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/12—Lateral speed
- B60W2520/125—Lateral acceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
- F16H59/08—Range selector apparatus
- F16H2059/082—Range selector apparatus with different modes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
- F16H59/08—Range selector apparatus
- F16H2059/082—Range selector apparatus with different modes
- F16H2059/086—Adaptive mode, e.g. learning from the driver
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
- F16H2059/186—Coasting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
- F16H2059/506—Wheel slip
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
- F16H2061/0096—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method using a parameter map
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
- F16H2061/0234—Adapting the ratios to special vehicle conditions
- F16H2061/0239—Selecting ratios for preventing or cancelling wheel slip
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
- F16H2061/163—Holding the gear for delaying gear shifts under unfavorable conditions, e.g. during cornering
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/6611—Control to achieve a particular driver perception, e.g. for generating a shift shock sensation
- F16H2061/6612—Control to achieve a particular driver perception, e.g. for generating a shift shock sensation for engine braking
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2302/00—Determining the way or trajectory to new ratio, e.g. by determining speed, torque or time parameters for shift transition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/48—Inputs being a function of acceleration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
- F16H59/58—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the steering
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/10—Controlling shift hysteresis
Definitions
- the invention relates to a method according to the species of the main claim.
- EP 00 93 312 A1 teaches a method and a device for adjusting the gear ratio of a continuously variable transmission in which, to increase the engine braking effect, it is proposed to keep the gear ratio constant for a certain period of time when the accelerator is released rapidly. If a minimum speed is undershot before this time elapses, or the brake is actuated, or the throttle reaches its neutral position, maintenance of the constant state is interrupted.
- DE 39 22 051 A1 it is also provided in DE 39 22 051 A1 to make this time interval dependent upon another parameter (driving activity), which is derived from one or from a combination of several operating and/or driving parameter(s) of a motor vehicle and evaluates a driving style of a driver or a traffic situation prevailing at the moment.
- driving activity is derived from one or from a combination of several operating and/or driving parameter(s) of a motor vehicle and evaluates a driving style of a driver or a traffic situation prevailing at the moment.
- the advantages of the invention lie primarily in the fact that a method for controlling an automatically actuated continuously variable transmission for a motor vehicle is provided in which the adjustment behavior ahead of curves and during braking is further improved and which is usable both for multi-step transmissions and for continuously variable transmissions.
- a coast function to suppress a shifting or gear ratio changing process is initiated as soon as the accelerator pedal is released rapidly. This coast function is maintained until the application of power is detected once more and the vehicle accelerates. Then a holding time is started during which the coast function is started again as soon as the vehicle begins coasting.
- the shift is adjusted by means of a transition function to the set point determined by shift curves from the currently prevailing operating conditions, in order to avoid abrupt changes.
- the transition function for example can be a filter with a degressive, linear, or progressive nature or a first or second order delay element, and that time behavior can be freely adjustable. If coasting is again detected during the transition function, the coast function is started again.
- a shift by one gear in the direction of a set gear predetermined by a shift diagram is permitted and the holding time started again. This is repeated until the set gear is reached.
- This coast function can also be initiated with a downshift function which, when noncritical conditions prevail during braking, initiates a downshift or an increase in the gear ratio. If these noncritical conditions are no longer all met, the coast function according to the invention is called up.
- the coast function is disconnected or interrupted when slip appears, by a slip monitoring function which instead increases the gear ratio or initiates a stepwise upshift until the slip is in the permissible range.
- the slip monitoring function ends.
- FIG. 1 is a block diagram of an electrohydraulic control for a continuously variable transmission of a motor vehicle
- FIG. 2 is a family of several control curves which allocate specific values of engine rpm setpoints to the values of the throttle angle;
- FIG. 3 is a boundary curve for recognition of accelerating/coasting operation
- FIG. 4 is a first and a second driving-speed-dependent boundary curve for a transverse acceleration
- FIG. 5 is a characteristic diagram for a value that is dependent upon engine rpm and gear ratio
- FIG. 6 is a characteristic diagram for a factor that depends upon the gear ratio and driving activity
- FIG. 7 is a curve showing the dependence of holding times upon a driving activity.
- 1 represents a control for an electrohydraulically actuated continuously variable transmission 2 using the example of a friction transmission.
- Continuously variable transmission 2 is driven through a controllable engaging clutch 3 by an internal combustion engine 4.
- a drive shaft 5 of continuously variable transmission 2 is connected with a wheel drive, not shown, of a motor vehicle.
- a control device 6 controls a hydraulic valve body 9 at least as a function of the (without limiting the general nature) throttle position alpha(t) of a throttle sensor 7 and the actual value of an engine rpm nmot(t) of an engine rpm sensor 8 of internal combustion engine 4.
- the position of the throttle instead of the position of the throttle, the position of any element that influences the driving power of a driving engine of a motor vehicle, for example an accelerator pedal or an injection pump lever of an autoignition diesel engine or the output signal from an electrical or electronic accelerator pedal, can be detected and processed.
- control device 6 receives as additional input values or measured values, the air volume or air mass ml(t), supplied to the internal combustion engine, from an air-volume or air-mass sensor 12 as well as the transmission input rpm ne(t) of a transmission input rpm sensor 13 and a driving speed v(t) of a driving speed sensor 14 of the motor vehicle.
- a speed vref(t) of a reference speed sensor 15 on a non-driven vehicle axle and a transverse acceleration aq(t) of a transverse acceleration sensor 16 are detected and processed by control device 6.
- control is usually controllable by the vehicle driver by a selector lever 18 to preselect gears: P (park), R (reverse), N (neutral), and D (automatic adjustment of the gear ratio ue of the continuously variable transmission); in addition, an adjustment range of selector 18 is provided for directly selecting the gear ratio ue.
- control curve according to which control device 1 in position D controls the continuously variable transmission is selected.
- two control curves can be selected whereby in the E position a control curve RKL1 optimized for economy, and in position S a control curve RKL5 optimized for performance, can be set manually.
- a control method can advantageously be implemented in control device 6, which, for example according to DE 33 48 652 C2 or DE 39 22 051 A1, evaluates the driving style of a driver or his behavior as a function of traffic situations relative to the control of the motor vehicle and derives a driving activity SK(t) (accelerator pedal activity) from one or more operating or driving parameters.
- SK(t) acceleration pedal activity
- RKLj f(SK(t))
- RKL(SK) is then used to control the continuously variable transmission or engaging clutch 3.
- control device 6 through a signal output pk and valve body 9, controls the hydraulic pressure in engaging clutch 3 and, through signal outputs pe and pa and hydraulic valve body 9, controls the gear ratio.
- an upshift in a multi-step transmission corresponds to a decrease in the gear ratio ue or a reduction of the engine rpm nmot (t) and
- a downshift in a multi-step transmission corresponds to an increase in the transmission ratio ue or an increase in the engine rpm nmot(t).
- Hydraulic valve body 49 connects the corresponding control lines 20, 21, and 22 of engaging clutch 3 and continuously variable transmission 2 with a pressure line 24 connected to a pump 23 or to a return line 25 to a supply tank 26 for hydraulic fluid.
- control parameters can also be used to control the continuously variable transmission or the control curves can be expanded to control curve diagrams or characteristic diagrams.
- control curves shown in FIG. 2 cover the area between a control curve RKL1 that permits a type of operation of the motor vehicle which is optimized for consumption (position “E” of the program selector) and a control curve RKL5 with which the motor vehicle can be operated with maximum performance (position “S” on program selector 19), at least in steps.
- control of continuously variable transmission 2 automatically adjusts to the driver's driving style so that no manual intervention or adjustment of the control curves need be performed.
- the gear ratio ue of continuously variable transmission 2 is preferably adjusted by control device 6 in such a way that the engine rpm nmot(t) is adjusted as optimally as possible to an engine rpm setpoint nmots.
- a subordinate rpm governor can be provided in control device 6.
- nmots RKL(SK)(alpha, SK).
- control curves RKL(SK) essentially have a progressive pattern in a lower value range of the throttle position alpha, which merges in a central area of the throttle setting alpha into a degressive curve.
- Throttle position alpha is plotted on the horizontal axis in percent, with the value 0% corresponding to a closed throttle, i.e. the neutral position, and the value 100% corresponding to a fully-opened throttle.
- driving activity SK(t) is determined by a functional relationship that evaluates the driving style of the driver or his behavior as a function of traffic situations in the long term, from cyclically or anticyclically detected current and past values of a single operating parameter or at a single value assembled from several operating parameters of a motor vehicle.
- values of the throttle position alpha(t), driving speed v(t), and transverse acceleration aq(t) in the millisecond range were collected and from them, additional values such as for example the throttle change rate dalpha(t)/dt and the acceleration/deceleration of the vehicle dvt(t)/dt were calculated.
- the values obtained and calculated were linked by characteristic diagrams with other operating parameters and combined by a functional relationship into an intermediate parameter from which a driving activity SK(t) was obtained by sliding averaging which takes into account both the newly calculated values and the past values over the long term.
- a control curve RKL(SK) is assigned to this driving activity SK(t), for example corresponding to the manner shown in DE 39 22 051 A1.
- a rapid coast phase as shown previously in DE 39 22 040 A1 and DE 39 22 051 A1, can be recognized when the change in throttle position as a function of time dalpha(t)/dt is sensed.
- a driver for example before entering a curve, lets up on the accelerator, and, as a rule on the throttle as well, more rapidly than he does under normal circumstances in order to adjust the driving speed for example.
- the coast function ends when the vehicle changes to power application and is accelerated, and a holding time T1 started when these two conditions apply has expired. If coasting operation of the vehicle is recognized within this holding time T1, the coast function is triggered again.
- the gear ratio ue is adjusted so that the engine rpm setpoint nmots(t) provided on the momentarily adjusted control curve RKL(SK) at the momentary operating point of the motor vehicle (alpha(t), v(t), nmot(t), t) is reached. If coasting operation of the vehicle is detected during the adjustment, the coast function is triggered again.
- the change in throttle position with time is compared with a limiting value which in turn can depend on the driving activity: dalpha(t)dt/ ⁇ dalpha, grenz (SK).
- Total motor vehicle system in powered operation the acceleration of the motor vehicle (change in driving speed with time) is dv(t)/dt>0, while coasting operation corresponds to a deceleration of the motor vehicle dv(t)/dt ⁇ 0.
- Clutch/transmission system in powered operation, the input rpm of the clutch (torque converter)/transmission system is greater than its output rpm, while in coasting operation the input rpm is smaller than the output rpm.
- Powered operation is recognized when the throttle position alpha(t) exceeds the engine rpm-dependent boundary curve azsg(nmot) according to FIG. 3, and the change in driving speed as a function of time dv(t)/dt assumes positive values: (alpha(t)>azsg(nmot) and dv(t)/dt>0).
- the adjustment of the engine rpm nmot(t) to the engine rpm setpoint nmots(t) is accomplished by a transition function by which an abrupt change in engine rpm nmot(t) is avoided.
- the transition function can be a linear, degressive, or progressive filter, but can also take the form of a deceleration element of first or second order. Parameters of the transition function are chosen to be dependent upon driving activity. The transition function ends when the deviation of the engine rpm and nmot(t) from the engine rpm setpoint nmots(t) drops below a preset threshold.
- transverse acceleration aq(t) detected by transverse acceleration sensor 17 must be below a certain first driving speed-dependent transverse acceleration boundary line aqg1(v(t)): aq(t) ⁇ azg1(v(t), and
- the driving speed v(t) must be below a driving speed limiting value vg(ue, SK(t)): v(t) ⁇ vg(ue, SK(t)).
- ALB(ue, nmot) An example of such a first characteristic diagram ALB(ue, nmot) is shown in FIG. 5.
- FIG. 5 An example of such a first characteristic diagram ALB(ue, nmot) is shown in FIG. 5.
- four gear ratio-dependent curves that represent, for certain characteristic diagram values ALB(ue, nmot) in unit g, the specific values of the engine rpmnmot (in revolutions per minute) corresponding to 9, 81, . . . meters per second (acceleration of gravity).
- the values 2.48-1.48-1.0-0.73 are plotted as gear ratios. To determine the characteristic diagram values of the vehicle-specific characteristic diagram that differ from the (gear ratio) curves shown, it is possible either to interpolate or extrapolate as a function of the gear ratio in known fashion. Alternatively of course the longitudinal acceleration boundary values albg(g, nmot, t) can also be determined using a corresponding functional relationship.
- the curves in FIG. 5 clearly show the dependence of the deceleration values of a motor vehicle with an internal combustion engine upon gear ratio ue and engine rpm nmot(t).
- engine rpm nmot(t) the deceleration values are greater because of the increasing engine braking effect and the increasing rolling resistance and air resistance of the vehicle.
- the deceleration values rise as the gear ratio ue becomes greater, since the braking torque of the internal combustion engine, because of the higher gear ratio, has a greater effect on the deceleration rate of the motor vehicle.
- the first transverse acceleration boundary line aqg1(v(t)) is preferably driving-speed dependent.
- a corresponding curve is shown in FIG. 4. It takes into account the fact that the gear ratio ue is only increased when the transverse acceleration of the motor vehicle is not too high.
- An example of the second characteristic diagram will be found in FIG. 6.
- gear-ratio-dependent curves (gear ratios 2.48-1.48-1.0-0.73) indicate the values of driving activity SK(t), dimensionless values of the factor k(ue, SK(t)); the characteristic diagram values valid for gear ratio values that differ from this can in turn be calculated by interpolation or extrapolation from the available values.
- a momentary maximum permissible deceleration is obtained from the deceleration anticipated at the momentary driving state by weighting (multiplication) with the gear-ratio-dependent factor k(ue, SK(t)) and this is compared with the momentary vehicle deceleration dv(t)/dt; if the momentary deceleration is higher, an increase of the gear ratio (corresponding to a downshift) is suppressed.
- the gear-ratio-dependent factor k(ue, SK(t)) takes into account the fact that the second negative longitudinal acceleration (vehicle deceleration) limiting value albbg(ue, nmot, t) is smaller than the first longitudinal acceleration boundary value albg(ue, nmot, t) and is therefore larger in value (corresponding to a higher deceleration rate).
- the driving speed boundary value vg(ue, SK(t), t) depends on the gear ratio ue and the driving activity SK(t).
- the transverse acceleration of the motor vehicle is monitored.
- the gear ratio ue is maintained as long as the amount of transverse acceleration
- the function is restarted. If, after holding time T(SK(t)) has expired, powered operation is detected and the vehicle accelerates, the gear ratio is maintained for an additional time T3(SK(t)). If this is not the case or the holding time T3(SK(t)) has expired, the engine rpm nmot(t) is adapted to the engine rpm setpoint nmots(t) by means of a transition function in the manner described above.
- a slip-monitoring function prevents possible instability as a result of excessive slip at the drive axle while the gear ratio is increased in order to reduce the torque acting on the drive axle.
- This function can interrupt or prevent the functions described earlier.
- the slip-monitoring function is triggered when the difference Dv(t) between a speed vref(t) of a non-driven axle and the driving speed v(t) recorded from a driven axle exceeds a first permissible differential speed value Dvzul1(SK)t)): Dv(t)>Dvzul1(SK(t)).
- the slip-monitoring function begins adjusting the gear ratio ue in such fashion that a predetermined very small engine rpm and hence a small engine torque are reached.
- This change in gear ratio is interrupted as soon as the difference Dv(t) corresponding to slip drops below a second differential speed value Dvzul2(SK(t)): Dr(t) ⁇ Dvzul2(SK(t)).
- the slip-monitoring function ends when the vehicle is in powered operation, is being accelerated, and the holding time has elapsed.
- controllable engaging clutch 3 is opened completely or partially.
- monitoring functions are provided to prevent racing or stalling of the internal combustion engine.
- T1(SK(t)), T2(SK(t)), T3(SK(t)), and T4(SK(t)) are independent of one another, and like the driving speed boundary value vg(ue, Sk(t), t) or the gear-ratio-dependent factor k(ue, SK(t)) can be adjusted at will.
- control curves RKL(SK) (consumption-optimized driving program, control curve RKL1; performance-optimized driving program, control curve RKL5) in such manner that for more performance-optimized driving programs (control curve RKL5) the holding times T1(SK(t)), T2(SK(t))), T3(SK(t)), T4(SK(t)) and the boundary value vg(g, SK(t), t) grow larger, and the gear-dependent factor k(g-1, SK(t)) and the permissible differential speed value Dvzul(SK(t)) become smaller.
- the transmission control provides for automatic adjustment of the control curves (RKL(SK)) corresponding to the driving activity (SK(t)) that evaluates the driving style of the driver or his behavior as a function of a traffic situation relative to the control of the motor vehicle in the long term, the holding times T1(SK(t)), T2(SK(t)), T3(SK(t)), T4(SK(t), the driving speed limiting value vg(ue, Sk(t), t), the gear-ratio-dependent factor k(ue, SK(t)) or the permissible differential speed value Dvzul(SK(t)) can also directly depend in part or completely on driving activity SK(t).
- SK(t) which is more performance-oriented, preferably the holding times T1(SK(t)), T2(SK(t)), T3(SK(t)), T4(Sk(t)), and the boundary value vg(g, SK(t), t) grow larger and the gear-dependent factor k(g-1, SK(t)) and the permissible differential speed value Dvzul (SK(t)) become smaller.
- the embodiment shown can be transferred analogously to a multi-step transmission. Instead of the control curves RKL(SK), there are then shift programs and shift diagrams.
- This function produces a downshift by one gear. Then no further downshifts are made for a waiting time T5(SK(t)). After waiting time T5(SK(t)) has expired, the coast function is activated.
- the slip-monitoring function is triggered by the same criteria but in addition to opening a converter bridge coupling, produces an upshift by one speed followed by prevention of shifts for a holding time T6(SK(t)).
- T6(SK(t)) the reaction of the vehicle to measures taken is checked; if there is still slip after this time has expired, further upshifts are conducted with a new holding time.
- the higher-order monitoring functions are likewise provided for multi-step transmissions.
- the shifting process can be regulated or controlled through the gear ratio ue or the engine rpm nmot(t), in other words either the gear ratio ue or the engine rpm nmot(t) is brought back to the value determined by the current operating point according to a desired curve.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
Claims (13)
Applications Claiming Priority (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE4120552.9 | 1991-06-21 | ||
DE4120566A DE4120566C2 (en) | 1991-06-21 | 1991-06-21 | Control device for an automatically shifting transmission of a motor vehicle |
DE4120552A DE4120552C1 (en) | 1991-06-21 | 1991-06-21 | |
DE4120566.9 | 1991-06-21 | ||
PCT/EP1992/001386 WO1993000535A1 (en) | 1991-06-21 | 1992-06-19 | Process for controlling a motor vehicle automatic gear |
Publications (1)
Publication Number | Publication Date |
---|---|
US5474505A true US5474505A (en) | 1995-12-12 |
Family
ID=25904756
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US08/167,905 Expired - Lifetime US5474505A (en) | 1991-06-21 | 1992-06-19 | Method for controlling an automatically operated motor vehicle transmission |
Country Status (6)
Country | Link |
---|---|
US (1) | US5474505A (en) |
EP (1) | EP0588896B1 (en) |
JP (1) | JP2885939B2 (en) |
DE (1) | DE59200777D1 (en) |
ES (1) | ES2063586T3 (en) |
WO (1) | WO1993000535A1 (en) |
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US5605519A (en) * | 1991-06-21 | 1997-02-25 | Dr. Ing. H.C.F. Porsche Ag | Method for controlling kickdown while braking and as a function of vehicle's operating parameters |
US5688204A (en) * | 1993-04-20 | 1997-11-18 | Zf Friedrichshafen Ag | Shifting device for a motor vehicle continuously variable transmission |
US5748472A (en) * | 1993-04-20 | 1998-05-05 | Zf Friedrichshafen Ag | Process for controlling an automatic gearbox |
US5797108A (en) * | 1994-09-01 | 1998-08-18 | Toyota Jidosha Kabushiki Kaisha | Slip detecting device for motor vehicle mounted with automatic transmission |
US5860891A (en) * | 1996-03-22 | 1999-01-19 | Robert Bosch Gmbh | System for automatically adjusting the gear ratio of a continuously variable transmission |
US5913746A (en) * | 1996-03-20 | 1999-06-22 | Robert Bosch Gmbh | System for adjusting the gear ratio of a continuously variable transmission |
US5966989A (en) * | 1998-09-15 | 1999-10-19 | Chrysler Corporation | Shift actuator for an electro-mechanical automatic transmission |
US5996754A (en) * | 1998-09-15 | 1999-12-07 | Chrysler Corporation | Electro-mechanical clutch actuator |
US6012561A (en) * | 1998-09-15 | 2000-01-11 | Chrysler Corporation | Dual clutch design for and electro-mechanical automatic transmission having a dual input shaft |
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US6021880A (en) * | 1998-09-15 | 2000-02-08 | Chrysler Corporation | Electro-mechanical automatic transmission having a hill holder function |
US6044931A (en) * | 1998-09-15 | 2000-04-04 | Chrysler Corporation | Lubrication system for an automatic transmission having dual input shafts |
US6044719A (en) * | 1998-09-15 | 2000-04-04 | Chrysler Corporation | Electro-mechanical automatic transmission having dual input shafts |
US6173227B1 (en) * | 1996-01-12 | 2001-01-09 | Zf Friedrichshafen Ag | Method of setting the transmission ratio of a continuously variable gear |
US6364809B1 (en) | 2000-05-18 | 2002-04-02 | Daimlerchrysler Corporation | Clutch control system for upshift of an electro-mechanical automatic transmission |
US6397692B1 (en) | 2000-02-18 | 2002-06-04 | Daimlerchrysler Corporation | Electro-mechanical automatic transmission for front wheel drive |
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US20040098181A1 (en) * | 2000-11-11 | 2004-05-20 | Markus Henneken | Method for controlling an automatic gearbox of a motor vehicle in the vent that the gas/pedal is spontaneously released |
US20040242373A1 (en) * | 2003-06-02 | 2004-12-02 | Wadas David L. | Automatic splitter and governor control for manually shifted transmission |
US20040242372A1 (en) * | 2003-06-02 | 2004-12-02 | Lemon Michael E. | Automatic splitter and governor control for manually shifted transmission |
FR2864193A1 (en) * | 2003-12-19 | 2005-06-24 | Renault Sas | Automatic transmission`s ratio variation controlling method, involves changing increasing ratio if transmission is with discreet ratios otherwise reducing primary rotation speed of engine if transmission is with continuous variation |
US20070066443A1 (en) * | 2005-09-22 | 2007-03-22 | Honda Motor Co., Ltd. | Automatic transmission control device |
US20100147106A1 (en) * | 2008-12-17 | 2010-06-17 | Gm Global Technology Operations, Inc. | Dual clutch multi-speed transmission |
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US8657045B2 (en) * | 2012-07-02 | 2014-02-25 | Ford Global Technologies, Llc | Hybrid vehicle and associated engine speed control method |
US8954245B2 (en) | 2012-01-13 | 2015-02-10 | Caterpillar Inc. | Method of controlling gear ratio rate of change in continuously variable transmission |
US20150166064A1 (en) * | 2012-06-20 | 2015-06-18 | Toyota Jidosha Kabushiki Kaisha | Vehicle control system |
US9481351B2 (en) | 2012-07-02 | 2016-11-01 | Ford Global Technologies, Llc | Hybrid vehicle and associated engine start and stop control method |
US20230303073A1 (en) * | 2020-11-06 | 2023-09-28 | Nissan Motor Co., Ltd. | Vehicle control method and vehicle control device |
US20240020764A1 (en) * | 2008-07-28 | 2024-01-18 | Trading Technologies International, Inc. | System and Method for Dynamically Managing Message Flow |
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Publication number | Priority date | Publication date | Assignee | Title |
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GB2303184B (en) * | 1993-03-31 | 1998-01-07 | Bosch Gmbh Robert | Method for operating a motor vehicle having a continuously variable transmission |
DE4330391B4 (en) * | 1993-03-31 | 2008-02-07 | Robert Bosch Gmbh | Method for operating a vehicle with continuously variable transmission |
DE4338073C2 (en) * | 1993-11-08 | 2003-07-24 | Daimler Chrysler Ag | Method and device for evaluating the driving style with a motor vehicle |
DE4420930C2 (en) * | 1994-06-16 | 1997-05-22 | Daimler Benz Ag | Device and method for controlling an automatic shifting device of a gear change transmission of a motor vehicle |
DE19625936A1 (en) * | 1996-06-28 | 1998-01-08 | Bosch Gmbh Robert | System for setting a gear ratio |
DE102004029480A1 (en) * | 2004-06-18 | 2006-01-05 | Daimlerchrysler Ag | An apparatus comprising a unit arranged to generate an engine braking torque in a downhill engine braking mode |
DE102015200556A1 (en) * | 2015-01-15 | 2016-07-21 | Zf Friedrichshafen Ag | Method for driving a vehicle |
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- 1992-06-19 JP JP5501315A patent/JP2885939B2/en not_active Expired - Fee Related
- 1992-06-19 DE DE59200777T patent/DE59200777D1/en not_active Expired - Lifetime
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Cited By (46)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5605519A (en) * | 1991-06-21 | 1997-02-25 | Dr. Ing. H.C.F. Porsche Ag | Method for controlling kickdown while braking and as a function of vehicle's operating parameters |
US5688204A (en) * | 1993-04-20 | 1997-11-18 | Zf Friedrichshafen Ag | Shifting device for a motor vehicle continuously variable transmission |
US5748472A (en) * | 1993-04-20 | 1998-05-05 | Zf Friedrichshafen Ag | Process for controlling an automatic gearbox |
US5797108A (en) * | 1994-09-01 | 1998-08-18 | Toyota Jidosha Kabushiki Kaisha | Slip detecting device for motor vehicle mounted with automatic transmission |
US6173227B1 (en) * | 1996-01-12 | 2001-01-09 | Zf Friedrichshafen Ag | Method of setting the transmission ratio of a continuously variable gear |
US5913746A (en) * | 1996-03-20 | 1999-06-22 | Robert Bosch Gmbh | System for adjusting the gear ratio of a continuously variable transmission |
US5860891A (en) * | 1996-03-22 | 1999-01-19 | Robert Bosch Gmbh | System for automatically adjusting the gear ratio of a continuously variable transmission |
EP1346871A3 (en) * | 1997-04-28 | 2006-04-26 | Nissan Motor Co., Ltd. | Vehicle drive force control device |
US6199005B1 (en) | 1997-04-28 | 2001-03-06 | Nissan Motor Co., Ltd. | Vehicle drive force control device |
EP0875414A3 (en) * | 1997-04-28 | 2000-01-19 | Nissan Motor Company Limited | Vehicle drive force control device |
US6044719A (en) * | 1998-09-15 | 2000-04-04 | Chrysler Corporation | Electro-mechanical automatic transmission having dual input shafts |
US5966989A (en) * | 1998-09-15 | 1999-10-19 | Chrysler Corporation | Shift actuator for an electro-mechanical automatic transmission |
US6021880A (en) * | 1998-09-15 | 2000-02-08 | Chrysler Corporation | Electro-mechanical automatic transmission having a hill holder function |
US6012561A (en) * | 1998-09-15 | 2000-01-11 | Chrysler Corporation | Dual clutch design for and electro-mechanical automatic transmission having a dual input shaft |
US5996754A (en) * | 1998-09-15 | 1999-12-07 | Chrysler Corporation | Electro-mechanical clutch actuator |
US6044931A (en) * | 1998-09-15 | 2000-04-04 | Chrysler Corporation | Lubrication system for an automatic transmission having dual input shafts |
US6558291B1 (en) * | 1999-04-16 | 2003-05-06 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Motor vehicle |
US6397692B1 (en) | 2000-02-18 | 2002-06-04 | Daimlerchrysler Corporation | Electro-mechanical automatic transmission for front wheel drive |
US6364809B1 (en) | 2000-05-18 | 2002-04-02 | Daimlerchrysler Corporation | Clutch control system for upshift of an electro-mechanical automatic transmission |
US20040098181A1 (en) * | 2000-11-11 | 2004-05-20 | Markus Henneken | Method for controlling an automatic gearbox of a motor vehicle in the vent that the gas/pedal is spontaneously released |
US6879900B2 (en) | 2000-11-11 | 2005-04-12 | Zf Friedrichshafen Ag | Method for controlling an automatic gearbox of a motor vehicle in the event that the gas/pedal is spontaneously released |
US20030045394A1 (en) * | 2001-08-31 | 2003-03-06 | Fuji Jukogyo Kabushiki Kaisha | Control apparatus for continuously variable transmission |
EP1288532A3 (en) * | 2001-08-31 | 2006-09-13 | Fuji Jukogyo Kabushiki Kaisha | Control apparatus for continuously variable transmission |
EP1288532A2 (en) * | 2001-08-31 | 2003-03-05 | Fuji Jukogyo Kabushiki Kaisha | Control apparatus for continuously variable transmission |
US6908412B2 (en) * | 2001-08-31 | 2005-06-21 | Fuji Jukogyo Kabushiki Kaisha | Control apparatus for continuously variable transmission |
US20040242372A1 (en) * | 2003-06-02 | 2004-12-02 | Lemon Michael E. | Automatic splitter and governor control for manually shifted transmission |
US6878097B2 (en) | 2003-06-02 | 2005-04-12 | Eaton Corporation | Automatic splitter and governor control for manually shifted transmission |
US6875155B2 (en) | 2003-06-02 | 2005-04-05 | Eaton Corporation | Automatic splitter and governor control for manually shifted transmission |
US20040242373A1 (en) * | 2003-06-02 | 2004-12-02 | Wadas David L. | Automatic splitter and governor control for manually shifted transmission |
FR2864193A1 (en) * | 2003-12-19 | 2005-06-24 | Renault Sas | Automatic transmission`s ratio variation controlling method, involves changing increasing ratio if transmission is with discreet ratios otherwise reducing primary rotation speed of engine if transmission is with continuous variation |
CN100447455C (en) * | 2005-09-22 | 2008-12-31 | 本田技研工业株式会社 | Automatic transmission control device |
EP1767823A1 (en) * | 2005-09-22 | 2007-03-28 | Honda Motor Co., Ltd | Automatic transmission control device |
US7578767B2 (en) | 2005-09-22 | 2009-08-25 | Honda Motor Co., Ltd. | Automatic transmission control device |
US20070066443A1 (en) * | 2005-09-22 | 2007-03-22 | Honda Motor Co., Ltd. | Automatic transmission control device |
US20100324796A1 (en) * | 2008-02-15 | 2010-12-23 | Aisin Aw Co., Ltd. | Driving support device, driving support method, and driving support program |
US8532904B2 (en) | 2008-02-15 | 2013-09-10 | Aisin Aw Co., Ltd. | Driving support device, driving support method, and driving support program |
US20240020764A1 (en) * | 2008-07-28 | 2024-01-18 | Trading Technologies International, Inc. | System and Method for Dynamically Managing Message Flow |
US20100147106A1 (en) * | 2008-12-17 | 2010-06-17 | Gm Global Technology Operations, Inc. | Dual clutch multi-speed transmission |
US8511189B2 (en) | 2008-12-17 | 2013-08-20 | GM Global Technology Operations LLC | Dual clutch multi-speed transmission |
US8494731B2 (en) | 2011-11-23 | 2013-07-23 | Caterpillar Inc. | Method of controlling gear ratio rate of change in continuously variable transmission |
US8954245B2 (en) | 2012-01-13 | 2015-02-10 | Caterpillar Inc. | Method of controlling gear ratio rate of change in continuously variable transmission |
US20150166064A1 (en) * | 2012-06-20 | 2015-06-18 | Toyota Jidosha Kabushiki Kaisha | Vehicle control system |
US9481351B2 (en) | 2012-07-02 | 2016-11-01 | Ford Global Technologies, Llc | Hybrid vehicle and associated engine start and stop control method |
US8657045B2 (en) * | 2012-07-02 | 2014-02-25 | Ford Global Technologies, Llc | Hybrid vehicle and associated engine speed control method |
US20230303073A1 (en) * | 2020-11-06 | 2023-09-28 | Nissan Motor Co., Ltd. | Vehicle control method and vehicle control device |
US11872986B2 (en) * | 2020-11-06 | 2024-01-16 | Nissan Motor Co., Ltd. | Vehicle control method and vehicle control device |
Also Published As
Publication number | Publication date |
---|---|
WO1993000535A1 (en) | 1993-01-07 |
EP0588896B1 (en) | 1994-11-09 |
JPH07507617A (en) | 1995-08-24 |
JP2885939B2 (en) | 1999-04-26 |
DE59200777D1 (en) | 1994-12-15 |
EP0588896A1 (en) | 1994-03-30 |
ES2063586T3 (en) | 1995-01-01 |
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Owner name: DR. ING. H.C.F. PORSCHE AKTIENGESELLSCHAFT, GERMAN Free format text: CHANGE OF NAME;ASSIGNOR:PORSCHE ZWISCHENHOLDING GMBH;REEL/FRAME:025227/0747 Effective date: 20091130 Owner name: PORSCHE ZWISCHENHOLDING GMBH, GERMANY Free format text: MERGER;ASSIGNOR:DR. ING. H.C.F. PORSCHE AKTIENGESELLSCHAFT;REEL/FRAME:025227/0699 Effective date: 20091125 |